2005 Honda CRF450X Photos

February 11, 2005

The long awaited Honda CRF450X has finally arrived and we were invited to sample the goods at Corral Canyon OHV Park in San Diego, Ca. Check out what we thought after our 2005 Honda CRF450X First Ride.

After a day-long ride on the X, we can tell you that they not only achieved their goal of creating a bike designed for off-road racing, but made the power of the 450 engine more accessible to those that thought the CRF450R was hell on wheels.

2005 Honda CRF450X

Keeping the powertrain cool under the most distressful situations are a pair of radiators that feature a refined core area for improved heat dissipation.

2005 Honda CRF450X

2005 Honda CRF450X

2005 Honda CRF450X

2005 Honda CRF450X

2005 Honda CRF450X

The 450X is a bit more tame off the bottom, but open her up and the high-po 450 comes to life.

2005 Honda CRF450X

Bringing the X to a stop is a set of impressive binders: Up front is a 240mm disc clamped by a twin-piston caliper, while the rear gets a disc of the same size and a single-pot caliper.

2005 Honda CRF450X

The X wouldn't be an off-road racer without the enduro goodies. Illuminating the road ahead is a 35-watt halogen headlight that features a new lens claimed to spread light over a wider area; our day ride left us unable to test its beam.

A three-digit, easy-to-read odometer rests between the number plate and the bars, while a 2.27-gallon fuel tank offers greater range for longer trips.

The brakes were definitely a highlight, and while we only had one day to test the X, brake fade was non-existent.

The X, like the R, comes with a set of aluminum Renthal handlebars, which are rubber–mounted to reduce rider fatigue and improve comfort.

In addition to the electric start, the X offers a hot-start lever located on the clutch perch. The X fired up on the first or second try throughout the day.

Its well-padded seat is covered with slip-resistant material that keeps a rider from sliding in demanding conditions.

Vertically challenged riders might have some difficulty standing on two feet during stops. The seat height measures in at a Paul Bunyonesque 37.9 inches.

Yamaha's stranglehold on the big-bore four-stroke market will undoubtedly loosen significantly with the introduction of the X, and the battle between Red and Blue will certainly reach a fevered pitch over the next few years.

Looking for something to complain about on the X is an exercise in futility. Honda's newest off-road racer will takes riding to a new level with a nearly flawless ride.

It seems the long-awaited X is everything that off-road fans have been waiting for.

While railing high-speed berms, the fork stays planted and gives ample feedback. In short, the suspension is as good as any we've tested.

Throttle response is spot on and nary a hiccup exists throughout the powerband thanks in part to the X's throttle position sensor (TPS), which maintains linear throttle response throughout the rpm range by selecting fuel mapping in relation to how far the throttle is twisted open.

Once you get rolling, you may never stop thanks to a heft 2.37 gallon tank.

Suspending Honda's newest off-road model is a lightweight, 47mm inverted Showa twin-chamber cartridge fork with aluminum dampers – virtually the same ones found on the CRF450R.

The fork offers up 12.4 inches of travel and 16-position rebound- and compression-damping adjustability

On the trail, all the technical jargon equates to a remarkably easy-riding big-bore Thumper.

The use of titanium intake valves allowed for the use of smaller valve spring, ultimately reducing over engine height. What's that mean to you? A lower center of gravity, which makes tight turns a breeze.

Thanks to the wide-ratio off-road gearing of the 5-speed transmission and some additional flywheel weight, the power sent to the 18-inch rear wheel is manageable.

A twist of the wrist in the low-rpm range gets the X moving, but it's more manageable than the R version.

The long-awaited 450X is as flawless as its racing cousin, the 450R.

The X features an all-new fourth-generation twin-spar aluminum frame with a forged aluminum steering head and tapered downtube that are designed to optimize frame rigidity.

Riding through the scenic hills of El Cajon, CA on the X was like touring a dirty, filthy amusement park (I mean that in a good way).